murphy



W. P. MURPHY.

SHEET METAL END STRUCTURE FOR RAILWAY CARS.

APPLICATION man APR. 10. 1915.

11,304,999, Patented May 27, 1919.

4 SHEETS-SHEET l:

W. P MURPHY.

SHEET METAL END STRUCTURE FOR RAILWAY CARS.

APPLICATION FILED APR. 10. 19:5.

1,304,999. Patented May 27, 1919.

4 SHEETS-SHEET 2.

I l i I I I l I 1 T 1 I I I l I I 'l l I W. P. MURPHY.

SHEET METAL END STRUCTURE FOR RAILWAY CARS.

APPLICATION FILED APR.10. 1915.

1,304,999,, Patented May 27, 1919.

4 SHEETSSHEET 3.

- W. P. MURPHY.

SHEET METAL END STRUCTURE FOR RAILWAY CARS.

APPLICATION FILED APILIO. I9I5.

Patented May 27, 1919.

4 SHEETSSHEET 4.

. qllllllllllllllll I IIIIIIIIlIIIJ fl I I II IIIIIIIIIIIIIIIIIIIIIIIL 7- I111 i 1y 12 l ATTORNEY- sHnn'r-Mmnn rim srnucrnnn roa WALTER r. MUHY, or cnrcneo, rm.

oIs.

away-c Specification of Lettersfatent.

issued NovemberlS, 1917.) This application filed April 10,1915. Serial No. 20,450.

To all whom it may concern:

Be it known that I, WALTER P. MURPHY, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Sheet-Metal End Structures for Railway-Cars, of which the followin is a specification.

y invention relates to a metal end structure forrailway cars composed of one or more sheets or panels, ordinarily of steel, which are formed with corrugations for the purpose of rigidifying and strengthening the structure against impacts from without, but more especially from cargo thrusts on the inside of the car due to inertia when the train starts or stops.

One of the principal objects of the invention is to provide aplate or panel for use in a structure of this sort formed with corrugations which terminate within the edges of the panel so as to leave fiat, marginal portions, stifl'ening the panel transversely of'the corrugations and providing-means for'attachment to other structural elements of the car, which corrugations project in opposite directions from the plane of the marginal portions. A panel so formed has certain advantages in manufacture and greater capacity for resisting deflection and fracture than a sheet of metal, in other respects similar, in which the corrugations are all pressed out in one direction from the plane of the marginal portions, as will be hereinafter made apparent.

The invention has for a further object to provide, in a car end composed of two or more panels formed with horizontal corrugations, simple and effective means for strengthening the oint or oints between the panels.

The invention has for further objects such other new and improved constructions, arrangements and devices relating to corrugated sheet metal end structures as w1ll be hereinafter described and claimed.

. The invention is illustrated, in certain preferred embodiments, in the accompanying drawings, wherein- Figure 1 is a view, in elevation, of a sheet metal end structure constructedin accordance with my invention and shown asattached to the framing of a railway box car.

Figs. 2 and 3 are sectional views taken on l1ne 2-.-2 and 33 respectively, of Fig. 1.

Fig. 4 is a fragmentar vertical sectional View illustrating a modi cation. I

Fig. 5 is a fragmentary view, in elevation .of another modification.

illustrating the preferred method of formmg the panels composing the end structures of my invention, Fig. being on a larger scale than Fig. 9, and

Fig. 11 is a diagrammatic representation of a' plate with the corrugations pressed therein, to further illustrate this preferred method of manufacture.

Like characters of reference designate like parts in the several figures of the drawings.

This application is a continuation, in part, of my co-pending application Serial No. 808,818, filed December 26, 1913, this application having shown and claimed the construction shown in Figs. 1 to 4 inclusive, of

the present application, the claims, however,

to this form having been canceled on requirement for division.

Referring first to Figs. 1 to 3 inclusive,

indicates the end plate of a box car of wood construction, 26 theend sill, 27 the corner posts, 28 the side sheathing of the car and 29 the flooring. The end structure consists of an upper panel 30 and a lower panel 31, said panels being formed with corrugations 32, 32 which project alternately inwardly and outwardly from the plane of the flat marginal portions 33 of the panels. The panels are shown as formed with angular flanges 34 for attachment to the corner posts 27. The upper edge of the upper panel is secured to the end plate 25 and covered by a fascia plate 35. The lower edge of the lower panel is preferably inturned to form a flange 36 which projects under the flooring 29 and is secured to the end sill 26. The corrugations are preferably of uniform width and depth 7 Patented May 2'7, i913). Continuation in part of application Serial Ito. 808,818, filed December 26, 1913, (now Eatent No. 1,246,143,

37 merging into the flat marginal portions 33. The upper panel is formed at the bottom with a deeper corrugation 38, the ends of which have a longer taper than that of the other corrugations. The lower panel is formed with an extension 39 which projects upwardly beyond the corrugation 38, the upper and lower panels being secured together on opposite sides of corrugations 38 by two lines of rivets 40. The corrugations 32, 32 are preferably curved in their cross sectional confi uration, one merging into the other so that t e vertical cross section of the center portion of the panel is in the form of a succession of ogee curves. The lower portion of the upper panel is pressed out as indicated at 41 so as to accommodate the upper edge of the lower panel.

In the modification shown in Fig. 4 the upper and lower panels 30, 31 are united bya separate channel member 38*.

In Figs. 5 and 6 the construction is substantially the same as that shown in Figs.

1 to 3 except that the lower corrugation 42 of the upper panel 43 has the same configuration as the other corrugations, and a separate strip 44 is used to form, in cooperation 1 with the lower corrugation of the upper sheet, a hollow box girder or strengthening member at the seam between the sheets. The upper edge of the lower panel 45 extends back of the connecting strip 44, both elements being secured to the upper panel by a single line of rivets 46. Another line of rivets 47 connects the upper edge of the connecting piece 44 to the upper sheet above corrugation 42.

In both constructions it will be seen that the corrugations extend alternately inwardly and outwardly from the plane of the marginal "portions of the panels. The advantage of this, from a manufacturing point of view, will be apparent from Figs. 9, l0 and 11, which are diagrams illustrating the manner in which the corrugations are pressed. In Figs. 9 and 10, 48 is the upper die and 49 the lower die. These dies are formed each with a. series of ribs 50 adapted to project into recesses 51 on the other die. In the pressing operation the lateral edges a of the sheet are drawn in to the extent indicated by the line b. The flat marginal portions of the sheet indicated at 0 resist the drawing in of the metal at the corners of the sheet. Hence the line b is curved as shown. The result is that the metal at the ends of the. corrugations is necessarily thinned more than in the middle of the corrugations, making these portions of the plate weaker than the middle portion. Actual tests of the plates has shown them weakest at these places and, in fact, the thinning is apparent if the plates be 'd, which are the weakest portions of the sheet, may be diminished and the thinning of the plate due to the pressing operation made substantially uniform for all transverse sections, without bringing about any impairment in the strength of the corrugations considered as beams, as would result" from making them shallower-or from increasing the lengthof the tapered terminals in proportion to the middle portions of the corrugations. Further, since the corrugations 32 adjacent the edges 6 of the plate are but half as deep, measured from the plane of the margins, as they would be in a plate I in which all the corrugations protruded from the same side of the plane of the margins, the pressing operation is lightened to just that extent and the pressure of the dies on the plate along these lines being thus diminished, the metal will more easily draw into the center of the plate to form the interior corrugations, thus decreasing, to a certain extent, the necessity for stretching and thinning.

- These advantageous from inspection of Fig. 10. In this figure the dotted line 6 represents one of a series of corrugations protruding from the same side .of the plane of the margins. Obviously, to get the same efiiciency as a beam these corrugations must be twice the depth of corrugations 32, 32. Assuming a tapered terminal of the same length in both cases, the difference in stretch of'metal' at the bases of the terminals will be represented approximately by the difference between the distances f and ff'. If the corrugation 6 were given a longer taper, as indicated at g, the stretch would be the same as in the case of corrugations 32, 32*; but this would weaken the corrugations as load carrying beams. The panels constructed in this way, with their corrugations pressed alternately in opposite directions from the plane of the marginal end portions and ending in tapered substantially semi-conical terminals, have maximum strength and rigidity both as load carrying members and also as against puncture or fracture from a 1. In a rallway car, the combination with the framing of the car, of a platesteel wall element attached at its edges to said framing andformed with contiguous corrugations WhlCll are parallel to each other, termiaeoaeae hate within the edges of the plate to provide flat margins which lie in the original plane of the-plate and extend alternately inwardly. and outwardly from the plane of said margins.

which are parallel to each other, terminate within the edges of the plate to provide flat margins which lie in the original plane of the plate, and extend alternately inwardly and outwardly from the plane of said margins, and the corrugations being of substantially the same width and depth for the major portion of their length and tapering at their extremities-in width and depth as to merge into said flat margins.

3. The combination with the end framing of a railway car, of an end wall structure comprising a sheet steel end wall panel extending across the car from side to side, attached to the side members of the end frame and formed with parallel horizontal strengthening and rigidifying corrugations which terminate within the edges of the panel so that flat stiflening marginal portions areprovided which lie within the original plane of the sheet; said corrugations projecting alternately inwardly and outwardly from the Plane of said marginal portions, and being arranged adjacent to each other so as to form in effect a plurality of contiguous horizontal beams to carry the stresses on the end wall to the end framing of the car.

4. The combination with the end framing of a railway car of an end wall structure comprising a sheet steel end wall panel extending' across the car from side to side, attached to the side members of the end frame and formed with parallel horizontal strengthening and rigidifying corrugations terminating Within the edges of the panel so as to provide flat stiffening marginal portions which lie within the original plane of the sheet, the middle portions of which are of substantially uniform width and depth with the end portions tapered down to nothing. within the edges of the flanges so as to provide flat stifiening and attaching portions which lie within the original plane of the sheet, said corrugations projecting alternately inwardly and outwardly from the plane of said marginsand being arranfiged adjacent to each 0t er so as to form in e ect a plurality of beams to carry the stresses on the end wall to the end frame of the car.

5. An end structure for a railway car comprising a sheet steel end wall panel having fiat marginal portions lying in the original plane of the sheet, the middle portion of the panel being formed with parallel corrugations lying adjacent and merging one into the other and pressed from the plane of the marginal portions alternately in opposite directions.

6. The combinationwith the end framing of a railway car of an end wall structure comprising a sheet steel endwall panel eX- tending across the end and attached to oppositely disposed members of the end framing, said panel having flat marginal portions lying in the original plane of the sheet, the middle portion of the panel being formed with parallel corrugations lying adjacent and merging one into the other and being pressed from the plane of the marginal portions alternately in opposite directions.

7. The combination with the framing of a railway car, of a wall structure comprising a sheet steel wall panel secured at its edges to the framing of the car, said panel having flat marginal portions lying in the original plane of the sheet, the middle portion of the panel being formed with corrugations all of which are parallel to each other and of the same width for the major portions of their length, which corrugations project alternately in opposite directions from the plane of the marginal portions and merge one into the other to provide a plurality of contiguous beams of substantially equal strength to prevent substantial deflection of the sheet.

. WALTER P. MURPHY.

Witnesses:

I. E. Srsson, S. HUNTER MIonAELs. 

